Change speed gearing



J. M. HALL. 'El' AL CHANGE SPEED GEARING Feb. 13, 1940.v

Fi'ld Aug. a, 1935 4 sheets-sheet 1 Feb. 13, 1940.

J. M. HALL El' AL.

CHANGE SPEED GEARING Filed Aug. 48, 19:55l

4 Sheets-Sheet 2 www. m

Feb. 13, 1940. l.1. M. HALL er AL. y2,189,794 crimen SPEED GEARING uFiled Aug. 8, 1935 4 sheets-sheet .4

Patented Feb. 13, 1.940 n 'l y v i. l

.UNITEDl sTATss PATENT ori-*ics CHANGE SPEED GEARING l Joseph M. Halland HerbertE. Tucker,

Chicago, Ill.

Application August 8, v1935, Serial No. 35,328 14 Claims. (Cl.744-`26r0) This invention relates to change speed mecha- Fig. l8 is aperspective view oi the centrifugal nism, and more particularly tochange speed vweight member used in the clutches; 1 mechanism forvehicles and the like. i Fig. 9 is a vertical section of a portion ofthe One of the objects of the invention'is the change speed mechanismdisclosing an additional provision of a new and improved change speedchange speed device;

gearing that is so constructed that it will auto- Fig. 10 -is a sectionon the broken line Ill- I0 matically change from'low speedr to aplurality of Fig. 9;

of higher speeds without disengagement ofy any Fig. 1i` is a verticalsection through one of the intermeshing gears. clutch weights; f f l v10 Another object of the invention is the provi- Fig. 12 is a section onthe line l2`|8 of Fig. 5. 10.y

sion of new and improved reverse mechanism in Referring now to Fig. 1 ofthe drawings, the

connection with anautomatic change speed device reference character -l Bdesignates yan automobile vin which the entire mechanism is housedwithin having thereon the change speed mechanism Il. one casing. Thismechanism comprises a stationary outer cas- Another object of theinvention is the provision ing l2 (see Figs. 1 and 2) within which themech- `1li of a change speed mechanism in which'the lower anism ishoused. This casing Ais adapted to be lspeeds are obtained by the use ofdiierential attached to the chassis in any suitable manner. movements inan internal gear mechanism. p Referring now to Fig. 2 of the drawings,the power A further object of the invention is the provishaft is shownat I3,the forward section l-a of 2U "sion of a new and improvedautomatic change which is journaled in the forward end of the vhous- 20speed` mechanism in which only one lever `is reing or casing I2 by anysuitable means, as by antiquired Vto be manually operated for theconvenfriction bearing I4. tional forward speeds and reverse. Theshaftsection IS-a is provided adjacent A still further object of theinvention is the its rear end with gear supporting arms or iiangesprovision of a new and improved over-drive speed I5 and at its rear endwith a plurality ofv gear sup- -25 attachment that is adapted to beconnected to an ports or arms 5. The arms' are rigidly conautomaticchange speedmechanism and which is nected, as by means'of pins l5 (seeFig. 12) to automatic in its operationl corresponding gear supports orarms 20 integral A still further object of the invention is the with or`rigidly connected to a sleeve Il. The

provision of a new and improved change speed shaft section IS-d andsleeve Il' being rigidly 30 mechanism. that is simplev in construction,comconnected'together rotate as a single unit and posed of comparativelyfew parts; occupies a minifor convenience may be termed the drive shaftl 3, mumspace; which is adapted to have an overhaving the forwardsection i-o and the rear drive speed attachment applied thereto; andthat section Il. The driven 4shaft it is in two secis elicient inoperation and rugged in constructionsa forward section i9 and rearsection 2l 35 tion. i j which are adapted to be clutched together, aswill Other and further objects and advantages will presently appear. Theshaft section i9 extends occur es the description proceeds. .While onlythrough and is rotatably mounted in bushings 22 one form of constructionis disclosed, it is undersecured in opposite ends of the sleeve Il. The

'stood that this is for the. purpose of illustration forward end of theshaft section I9 is reduced as v4:0 and that the following claims are tobe construed at 23 and is journaled in the rear end of the drive asbroadly as the state of the art will permit. shaft section iiiy.. At itsopposite or rear end, On the drawings: the shaft sectionig has a reducedportion .24 Fig. 1 is a side elevation of an internal combuswhich isjournaled in the forward end of the shaft tion engine with the inventionin position thereon section 2| by roller bearings. l .45 and which isespecially `adapted for use in an The end of the shaft section i9adjacent the automobile or like vehicle; reduced portion 24 is providedwith clutch teeth Fig. 2 is a vertical section oi the change speed 25which are adapted to interengage with corremechanism;` y sponding teethon the inner surface of a clutch u Fig. 3 is a section on the line 3-3of Fig. 2; sieeve 26 for reversing the change speedv device, .50 Fig. 4is a section onthevline Ll-4 of Fig. 2; as will presently appear.l Theend of the shaft Fig. 5 is a'section on the line 5 5 of Fig. 2; sectioni9 adjacent thev reduced portion 23 is pro- Fig. 6 is a section on theline (f5- 6 of Fig. 2; vided with a gear 2'i`rigidly secured theretowhich Fig. 7 is a section ont the broken line l`l of is adapted to meshwith idler pinions 2B for reu Fig. 6; .l i versing the direction of thedriven shaft, as will .55

be described more in detail later. These idler pinions are journaled onthe pins lf3. In addition to the bearings already described, the drivenshaft I8 is provided with anti-friction bearings 2li and 3 l. The deviceshown in Fig. 2 is capable o three forward speeds, and one reverse.

First speed Rotatably mounted on the rear portion of the drive shaftsection l3--a forwardly of the arms l5 is a casing cr a lgear support32. The gear support 32 has a sleeve portion lil and Ia portion 33extending radially which as shown is in the form of a disk having alaterally extending flange 34 to which a ring or internal gear 35 isrigidly connected, as by means of bolts 3E. The ring gear 35 hasinternal teeth which mesh with a plurality of pinions 3l keyed to shafts38, each of which is journaled in the arms l5 and 2S of the shaftsection lll-a and sleeve il', respectively. An outer gear support, whichin the form of construction selected, illustrates one embodiment of theinvention, is in the form of a casing 3S and is journaled cn the sleeveportion 4Q of the gear support 32, as by means of anti-friction bearings4I at its forward end and by anti-friction bearings 60 at its rear end,as will presently appear. For convenience of assembly, this casing is intwo sections, the forward end being provided with an annular iiange l2to which the edge of the rear portion may be attached, as by means oftap screws 13. This casing is hollow and the rear portion is closed by aplate 4d, as by means of tap screws 45. This plate has a forwardlyextending annular flange S5-ai secured in a counter-bore in the rear endof the casing 39 and has internal ribs to which one `set of the frictiondisks of the high speed cutch 8G is keyed, as will appear hereinafter.

Secured within the orward portion of this casing is an internal ringgear 46 of a les-s number of teeth than the ring,r gear 35. Pinions ilrotatably mounted on the shafts 38 mesh with this' gear. Each of thesepinions is provided with a hub or extension 3S which extends into anannular recess in the gear 3l. There is an overrunning clutch i9 betweenthis extension and the outer wall of this recess. ThisI clutch may be ofany conventional form, that shown being the roller and tapered slottype. As shown, the extension d8 is provided with a plurality of cutoutportions which together with the inner surface of the annular recess ofthe pinion 3l form slots 5l (see Fig. 4) in which the rollers 52 aremounted.

The slot 5l is narrower at one end than at the other. The wider end ofeach slot is provided with a bearing 53a which is spring-pressed againstthe roller for normally forcing the same toward the narrower end of theslot. By means or" this arrangement the clutch will be prompt in itsoperation and all rollers will be eective when the clutch is inoperation. It will be readily seen by an inspection of Fig. Ll that whenthe pinion 4l which rotates countenclockwise overruns the pinion 3l',the clutch will be operative to connect the two pinions and cause themto rotate together and will be released when` the pinion 3l' overrunsthe pinion 4l.

An over-running type of brake lili similar to the overrunning clutchjust described is inserted between the forward end oi the casing l2 andthe sleeve extension lil of the gear support or casing 52. This brake isso arranged that the sleeve ill may not rotate backwardly-that is, it

cannot move counter-clockwise while the shaft i3 is moving clockwise.

In the operation of the device, when the shaft i3 moves in the directionof the hands of a watch, that is, right-handed when viewed from the leftin Fig. 2, which is the direction in which the power shaft of aninternal combustion engine rotates, the same will rotate the arms 5 onthe power shaft section l3-a and with it the arms 2i? on the sleeve ilsince the two sets of arms are rigidly connected togethed by the pins l.The arms and 2G will carry the shafts 3 clockwise, thus causing thepinions 3l 'to rotate in a direction contrary to the hands of a watchsince they are in mesh with the internal gear 35. The reaction on thegear 35 will tend to cause the extension or seeve 413 ofthe gear supportor `casing 32 to rotate counter-clockwise, but the over-running brake 5dwill prevent this movement, and, consequently, the ring gear 35 will beheld stationary. The movement o the pinions Il? will over-run the pinion3l, thus causing the over-running clutch 'i8 to lock the extension orhuo thereto and rotate with the pinion 3l. The rotation of the pinionLil, which is in mesh with the internal gear 4S, will cause the casing39 to rotate clockwise, by the differential movement of the gears-thatis, the gear ratio between the ring gear 3E and the pinion 3l being lessthan the gear ratio and the pinion il upon each rotation of the powershaft i3, the ring '15, and with it the casing 39, will be advancedclockwise a portion only of its rotation.

As the casing 39 rotates, it will carry with it one element of theclutch 53.

The clutch 53 (see Fig. 2) comprises a cylindrical member or hub 5Ejournaled in the bearing S2 and is provided with a iange E5 that isrigidly secured to the end M.- of the casing 39, as by means of bolts55. It is provided with a hub 6-a which is received in a correspondingopening in the central portion of the plate or end wall :ill of thecasing 39.

The outer end of the hub 54 is provided with internal clutch teeth 'fthat are adapted to interengage corresponding clutch teeth 53 on aclutch sleeve member 2:5 which is slidably keyed to the drive-n shaftsection 2l. Anti-friction bearings 29 are inserted between the shaftsection i9 and the cylindrical portion 54 of the clutch 53. The sleeve26 has on its rear end a cylindrical clutch operating member 5l having aperipheral groove which is adapted to be engaged by the clutch fork 553for operating the clutch. The clutch fork is mounted on the clutch shaftfill (see Fig. l) to which is rigidly attached an arm lili which in turnis connected to a clutch operating rod 5S extending into the body of thecar, as is usual in such constructions. When the clutch is moved tooperative position-that is, when the arm 65 is moved forwardly, clutchteeth El engage the teeth 58 and the drive is hen from the casing 39through the clutch to the driven shaft section 2i which is driven at areduced speed.

Second speed In passing from Jfirst to second speed, the change iseffected by the operation of a centrifugal clutch mechanism which willnow be described. Since the clutches and 3S for second Speed and/orthird or high speed respectively, are operated by the same centrifugaldevice, both will be here described.

between the ring gear 46 vcorresponding ribsr69 extending inwardlyiromthe casing .39 and are intercalated with another group of plates 'Hwhich have corresponding perpherai notches interlocking with ribs'i2`xed to a gear support 13 which is rotatably mounted on the sleeveIl. 'Ihe plates 51 and 1l are of the usual or any well-known type andmay be provided with pockets or openings on their contacting faces forcontaining friction material, in the usual manner.

Suitable means are provided for clamping the plates to cause the gearsupport i3 and the casing 3d to rotate together. ln the ,forml of thede- 'vi'ce selected to illustrate one embodiment of the invention, aplurality of weights 14 having suitable' cam surfaces are providedforthis purpose. The weights are each provided with an axial opening 15(see Fig. 1l) which is adapted to receive a guide rod l5- a which inturn is rigidly secured to the casing 3Q, as clearly shown in Fig. 2 ofthe drawings. f j

Each weight is slidably mounted on its corresponding rod 'i6-c and isprovided with cam surfaces on opposite sides thereof which are adaptedto be engagedI by rollers that operate the clutches, as will presentlyappear.` The cam surface 1G on one side is adapted'to be engaged by aroller Tl. Therolle-r Tl is secured to the` rearmost plate 78 of thesecondspeed clutch for engaging the cam surface 15. The roller Seengages the rCain surface 'H8- a and 'i9 for operating the high ,speedand over-drive speed clutches, as will presently appear. The high speedclutch 853. is also within the casing 39 but is arranged on the oppositeside of the weights 'ill from the second speed clutch 1u. This clutch isadapted to lock the casing 39 to acollar Eli] keyed to the sleeve l1 foroperating the driven shaft at the same speed as the driving shaft. Theclutch is provided on its forward side with two comparatively thickplates Si and 82 which are locked with the cas-.

ing 3d and are separated by the springs 37:3. The plate 8| is slida'blerelative to the plate 82 and both are slidable asv aunit toward theclutch plates for compressing the same. This arrangement will preventinjury' to the clutch as a result of overpressure thereon by the clutchoperating mechanism and will also permit the operation of the over-driveclutch, as will presently appear.

The par@ ai is provided with the roller as' which is adapted to engagethe cam surface 'iS-a of the weight 1li for operating the clutch il!)and also is adapted to engage the cam surface 19 for operating theover-drive clutch mechanism when such mechanism is used.

The clutch operating weights 14 are adapted to move radially outward bycentrifugal action. Any suitable number may be employed. In the formshown, which is by way of example only, four are used. These weights areguidedl by the rods and by the plates 38 and 38-a, which are 'xed to theinner ends of the clutch housings and mayv be considered as constitutingclosure plates for the housings for the lclutches 1S and 8d. Each weightis grooved at opposite sides as at d5 (see Figs. 'l and 8) and the sidewalls of the grooves are rabbeted as at lli-a for receiving radialflanges illl-a and ila-d on the plates 2li-l and {B8-a. Counter groovesElll--a and elli-b are provided for guiding .the rollers. The camrsurfaces 16, 18-a and 19 are formed in the bottom walls of thesecounter-grooves Inr order that the-'weights which are thrown outwardlyby centrifugal force shall move outwardly simultaneously, a collar 85(see Figs'. 2 and 6) is loosely mounted on a bushing 86 which extendsabout the sleeve I1. Links 81 are connected to 4this collar and to theweights in such a manner that as the weights move outwardly, the linkswill become more nearly radial, and as the weights move inwardly, thecollar is rotated-y so that the links will take'the position at lanincreasing greater angle to the axis of the weights, as clearly shown inFig.A 6. It will thus be seen that as any weight moves youtwardit will.rotate the sleeve, and if any weight sticks, it will be forced outwardby the corresponding connecting link or rod 81.

Suitable means Aare, provided for automatically releasing the 'clutchand forforcingthe weights inwardly when the speed of the driven shaftdecreases to a predetermined amount. In the form of the constructiondisclosed, this is accomplished `by a plurality of helical springs foreachv clutch mechanism. IIn the clutch mechanism 10, the plate member 88engages and interlocks with the outer end of the ribs 69 and is providedwith a plurality of radial slots 89 through which the rollers 1'! extend(see Fig. 7). Attached to the plate 'i8 are a plurality of rods 9| whichextend through the plate 88 and have helical springs 92 mounted thereon.lThe outer side of the plate 88 may be provided with a plurality oflbosses 93 for positioning thel inner end of the springs 92. A springcap 74 provided with a boss is adapted to position the outer end of eachspring. The clutch 'member 8l) is alsok provided with a similar plate88-a through which extend a plurality of bolts or rods 96 which areattached tothe plate 8| and have' helical springs S1 surrounding thesame for releasing ,the clutch asin the construction just described. i

When the'clutches are compressed due to the movement Vof the weightsoutwardly, the springs $2 and 91 will be compressed and when the-speeddecreases the pressure of the rollers on the cam surface will force theweights inwardly along the y rod 'l5-ea and simultaneously release theclutches. y

The cam` surface 1E, as shown in Figs. 2 and 11, is abrupt at its innerend to. .form what may be termed a kind of barrier or pocket forreceiving the roller i1 and preventing radial movement of the'weight 14until its speed exceeds a prede-- termined amount. Vl/'hen the speed ofthe weight exceeds this predetermined amount, it will suddenly 'moveoutwardly causing the roller 11 to ride up the abrupt portion of theincline onto the more acute inclined portion of the cam surface. Whenthe roller engages the more moderate inclinatio'n, the effective actionof the springs to cause the movement of the weight radially inwardlyduev to the camming action will be greatly reduced and since the weighthas moved farther from the shaft, its angular velocity will be increased, the weight will, under these conditions, move outwardly rapidlyto operate the clutch it for 1 intermediate speed with substantially noslipping of the clutch members. The radial movement of the weight willbe stopped by the engagement of the roller 322 with the abrupt inclinedsurface. lii-a, Fig. l1. At thisl time ythe roiler il will have engagedthe inner portion of the itl a predetermined amount, the weight willsuddenly move outwardly causing the roller 84 to move up the abruptincline 'iS-ci thereby operating the high speed clutch. The roller willbe stopped by 5. the abrupt inclined shoulder 7S. Likewise, when theangular velocity of the weights exceeds a still fur ier predeterminedamount, the weight will suddenly move outwardly causing the roller tosuddenly move over the abrupt inclined surface 10 and operate the fourthor overdrive speed clutch tu, as will presently appear. These featlcs,or substantially the same, are disclosed and :med in our copendingapplication, Serial Number l2i,38, filed January 2l, 1937.

The fear support 'i3 has an internal gear Q3 igidly attached thereto and.each of the shafts 38 provided on their rear ends with pinions 39lief-:ed thereto and which mesh with the ring or internal gear Q8.

2.0. in the operation of the device, after the speed has increased tosuch an extent that the weights are forced outwardly to operate theclutch lil, the gear support 13 and the casing 39 will be lockedtogether.

: As the power shaft i3 rotates, the pinion 31 will the rotation of theshaft 38 and with it the pn on 5e. The pinion 95 will cause the forwardon of the ring gear S758 and with it the casing ch will cause the pinion3l to over-run the release the over-running clutch 19.

the gear ration between the ring gear 98 e pinion 99* is greater thanthat between the gear and pinion 3l', the ring gear 98 will we rotatedith the hands of a watch, but at a less speed th ,n the driving shafti3; due to the `ence in gear ratio, the casing 3Q will be di .on at ahigher rate of speed than when the sri-.me is driven by the pinions 41.

High speed On a further increase in the speed of the driven haft i3, theweights 'lli will move still farther ily outward due to centrifugalforce until the rollers lili come into Contact with the cam surfaces 45'ES- rz when the said rollers will be forced rearwardly for compressingthe clutch plates and through the clutches, locking the casing 39directly to the sleeve il. Since the sleeve Il moves with the powersha-ft, the driven shaft 2i will be oper- 50 ated through the clutch 53at the same speed as the driving shaft.

Reverse speed.

to reverse the direction of the rotadriven shaft section 2l, the clutch53 .leesed and the shaft sections 2i and l5 d together. A plurality ofidler pinions rovided which are adapted to engage the cn the shaftsection i9 and the pinions e for` reversing the direction of rotation ofthe shaft sections i9 and 2l. In order that the idler gears may operate,the casing or gear support 3?. must be looked from rotation. This isaccomplished by a clutch mechanism IDL-u which comprises a stationarytooth member 52 which is adapted to be engaged by a tooth clutch memberwhich in turn is slidably mounted on the sleeve or extension lill of thegear support 32 keyed thereto. The clutch member w3 is o ded with a hubiilll (see Fig. 2) having a vnich is adapted to be engaged by a tingfork it in the usual manner. The S13 s rigidly connected to the shaftitl to which an arm SSS is rigidly connected (see Figs. 1 75 and 2).

The mechanism for operating the clutch 53 and that for operating theclutch 33 are interconnected in such a manner that when the arm 55 ismoved rearwardly to thc dotted line position shown in Fig. l, the clutchwill be released- 5 that is, the clutch sleeve 211' will be movedforwardly to disengage the clutch teeth 5l and on further movement themovable member of the clutch Sill-a, will be moved rearwardly to causethe teeth of the clutch sections 62 and w3 to 10 interengage. This isaccomplished by the provision of a link E09 which is pivotally connectedto the arm lil?, at its forward end and is connected to the clutch arm85 at its rear end by a pin and slot connection. A spring H0 normally 15holds the clutch E58 in released position. The parts so arranged thatwhen the arm 65 is in neutral position (as shown in Figs. l and 2), thearm Hi8 will also be in neutral position. The pin and slot connectionpermits the clutch 20 arm t5 to move forwardly for operating the clutchwithout affecting the clutch lOl-a. Drive on reverse will be through thedrive shaft section !3a, the gear 3l, ring gear 35, shafts 38, pinions99, idlers 28 and the pinion 2'! splined on 25 the shaft E9.

The idlers will reverse the direction of rotation of the shaft i@ andwith it the direction of rotation of the shaft section 2i which will beclutched thereto by the clutch sleeve 26 engaging 30 the teeth 25 on therear end of the shaft section l5'. It will thus be seven that the entirechange speed mechanism, including the reverse, is enclosed within asingle casing and that in all forward speeds, the casing 32 rotates inthe 35 direction of the driving and driven shafts and that upon reverse,the casing does not rotate in either direction.

Furthermore, it will be noted that the rst and second speeds are causedby a differential movement of pinions which engage internal gears and athigh speed the driven shaft is driven in the same direction as thedriving shaft and that the gears are all locked from rotation.

It is sometimes desirable to provide an overdrive or a fourth forwardspeed in which the driven shaft rotates at a higher speed than thedriving shaft. This is accomplished by the mechanism which will now bedescribed:

Fourth or over-drive speed This mechanism is attached to the rear end ofthe casing 39 and does not require any changes in the mechanismpreviously described, except a slight modification in the clutch 32 andan increase in the length of the driven shaft section 2 l.

Referring now to 9 and l0, it will be seen that this mechanism comprisesa casing lli which is substituted for the end plate of the casing 39, asshown in Fig. The casing lll is provided with a. peripheral flange 2 2whereby the same may be attached to the rear end of the casing 33, andhas a forwarr1 y projecting cylindrical portion Mii that fits o lin theouter end of the casing 32. The cylindrical portion i3 carries a clutchmechanism which corresponds to the clutch S5. In the form ofconstruction shown in Fig. 9, the forward end of the casing Hi isprovided with an end plate iii. which has at its central portion arearwardly extending hub H5 in which is rotatably mounted e i shafts H5each having keyed on. t. thereof a small pinion i i? and a large pinionl (9, the latter o which meshes with a ring gear l2! integral with orrigidly attached to a clutch hous- 75 `|23 which has a forwardlyextending hub having an axial opening provided with clutch ing-122. Thepinion |1 meshes with a spur gear teeth |25 which are adapted tointerengage with corresponding radially extending clutch` teeth 26 ontheinner end of a clutch sleeve |21.

The sleeve |21 is slidably mounted on the driven shaft section |23 andis splined to said shaft. The sleeve |21 is provided with inwardlyextending clutch teeth or splines |29 which slidably' engagecorresponding recesses orv groo-ves in the driven shaft section |28 andare also adapted to engage corresponding grooves |3| in the rear lend ofthe driven shaft section i5 for connecting the two sections of the,driven shaft together.

The rear end of the driven shaft section I9 is journaled in the forwardend of the driven shaft section |28 and is similarto the constructionpreviously described. The hubi of the gear |23 engages in a recess inthehub `||5 and a roller bearing or vother anti-friction bearing |32 isprovided between the two hubs. An over-- running clutch |33 (see Fig.l0) is also. provided between the two hubs and is so constructed thatwhen the' hub H5 over-runs. the hub |24, the over-running clutch willlock the two to cause them to rotate, as in low, intermediate and highspeeds, but when the hub |213 rotates at a greater speed than the hub 4|i5, the over-runningclutch will release, as in fourth or over-,drivespeed..

The clutch housing |22 is rotatably mounted on an inwardly extendingsleeve portion |34 fixed to stationary casing |2-a, as by means of theanti-friction bearings |35. This housing is pro-` vided with arearwardly extending annular flange |35 within which is mounted thecorresponding disks |31 and :se of a, friction disk brake uio. The disks|31 are keyed to the sleeve |34 while the disk |38 is keyed to theannular iiange |35. An annular plate |35 having a frictionsurface isprovided for forcing the -friction plates into frictional Contact foroperating the brake |50 to lock the ring gear |2| to the casing section|2--a. This plate is slidableinwardly along the sleeve |34 and issplined to the annular flange |36 of the clutch` housing. Springs |4|and |42'are interposed between the friction plate |38 and the plate |39and between the plate |38 and the bottom ofthe clutch housing |22,respectively. Thel plate |39 which is slidably splined to the clutchhousing |22'is journaled on -the sleeve |34 by means of a suitableantifriction bearing |43 which is slidable along and rotatable on thesleeve |34. Suitable means are provided for actuating the brake IMI. Asshown, this is accomplished by a plurality of dogs or clutch arms |44which are t pivotally connected to the end plate |45 of the casing whichin turn constitutes a closure for the rearend of said casing. The innerends of the'dogs |44 engage a flange |45` between guide lugs |46-a onthe anti-friction bearing |43 and are adapted to force the same inwardlyto compress the clutch plates.

The outer ends of the dogs |44 are provided with openings into which therear end of clutch operating rods |41v are adapted to engage. Nuts |48on the rear end of the rods constitute shoulders or adjustable stops forlimiting the movement of the rods |41 through said openings. The forwardends of the rods extend through. guide fianges |49 on the casing and areprovided with collars |5| which constitute an abutment for springs |52surrounding the rods |41 between the flange |49 and shoulders A|5|. Therods extend forwardly through the end plate H4 or bottom wall ofthecasing and are provided aoljacentv their rends with collars |53 whichare adapted to be engagedby the plates |54 which Carry thev rollers |55,which, in turn, engage the weights 14. i

The forward end of each lof the rods |41 is affecting the operation vofthe clutch |00'. This is accomplished by the provision .of springs |56which are interposed between the-plates |54 and |51 of the clutch 330.

The operation of the over-drive or fourth speed device is as follows: Ona further increase in the speed after the clutch 800 is in operation,the plates |54`are forced rearward against thecollars |53" by theengagement of the rollers |55 with the cam surfaces 19 and this in turnwill force the rod |41 rearwardly, further compressing the springs |55.vThis rearward movement of the rods |41 will cause the dogs |44 to pressforwardly on the bearing |43 foroperating the brake |05. This will lockthe internal gear |2| to the sleeve |34 of the stationary casing |2-a,.

As thecasing 35 continues torotate, and with it the casing, the pinionsH5 carried by the 'hub ||5 vwill time will be caused to rotate on theiraxes counterclockwisedue to their meshing with the now stationary ringgear |2|. lThis -in turn through themeshing ofthe pinions ||1 with thegear |23, since they are spur latter clockwise at a higher rate of speedthan the casing 39. Since the clutch teeth |25 and |25 are in mesh, thiswill drive the driven shaft l|23 at a higher speed than thev drivingshaft I3.

The clutch 530 and the clutch operating mechgears, will drive thekrotate therewith, and at the same anism 6|0 are similar to and operatein the same manneras the corresponding clutch 53 and operating'member 6|previously described.

It is thought from the foregoing taken in connection with theaccompanying drawings that the construction and operation of our devicewill be' apparent to those skilled in the art'and that changes inA size,shape, ,proportionl and details vof construction may be made withoutdeparting from the spirit and scope of the appended claims.`

We claim as our invention:

l. In a change speed device for motor vehicles,

a driving shaft, a driven shaft, change speed mechanism between saidshafts, comprising a pair of internal gears,.a pair of pinions engagingsaid gears, a shaft onr which said pinions are mounted, an over-runningbrake said mechanism for holdingfone of said gears from rotating in alreverse direction, over-running clutch means for locking said pinionsand for causing them to rotate together, the gear ratio between. one ofsaid vgears andits meshing pinion being greater .than that of thetherthe differential movement between said pinions gear and. pinion, wherebyand gears causes the rotation of ysaid driven shaft in the samedirection as that of said driving shaft'y but at a lslower speed.v i

2. In a change speed transmission for motor vehicles, Va driving shaft,a driven shaft, said driven shaft comprising a forward and a rear fsection,change speed mechanism for drivingv said driven shaft from saiddriving shaft, said mechanism comprising a rotatable gear secured tosaid casing, a gear support rotatably mo "ited within said casing, aninternal gear mounted on said support, an over-running brake forpreventing reverse rotation of said support, laterally .extendingmembers on said drive shaft, a shaft journaled in said members, pinionson said shaft engaging said gears, the gear ratio between thefirst-named gear and its engaging pinion being less than the gear ratiobetween the second-named gear and its engaging pinion, said pinionsbeing connected together by an over-running clutch, and a speedcontrolled clutch between said casing and the rear section of saiddriven shaft whereby upon the rotation of said driving shaft, the rearsection of said driven shaft will be driven in the same direction as,but at a slower speed than, said driving shaft.

3. In a change speed device for motor vehicles, a driving shaft, adriven shaft, means including a forward, a rearward, and an intermediateset of internal gears and pinions between said shafts for driving saiddriven from said driving shaft, the gear ratios of said sets beingdifferent, means for preventing rotation of the forward gear, meansincluding an over-running clutch for locking the pinions of said forwardand intermediate sets together whereby the differential movement of saidgears and pinions when operated by said driving shaft will cause a lowspeed movement of said driven shaft, and means including a speedresponsive clutch for causing a differential movement between said rstand third sets for driving said driven shaft at an intermediate speed.

4. In a change speed device for motor vehicles, a driving shaft, adriven shaft, means including a forward, a rearward, and an intermediateset of internal gears and pinions between said shafts for driving saiddriven from said driving shaft, the gear ratios of said sets beingdifferent, means for preventingrotation of the forward gear, means forlocking the pinions of said forward and intermediate sets togetherwhereby the differential movement of said gears and pinions will cause alow speed movement of said driven shaft when operated by said drivingshaft, means including an overrunning clutch and a centrifugal clutchwhereby the differential movement between said first and third sets willcause said driven shaft to be driven at an intermediate speed, andautomatic means for locking all of said gears and pinions together whensaid driven shaft exceeds a predetermined speed.

5. In a change speed mechanism for use in motor vehicles, a drivingshaft, a section driven shaft, the sections of said driven shaft beingin axial alinement with said driving shaft, means including a clutch anda set of internal gear and pinion mechanism for operating one section ofsaid driven shaft from said driving shaft at one predetermined speedratio, means including another clutch and another set of internal gearand pinion mechanism for operating the same section of said driven shaftfrom said driving shaft, to the exclusion of the other section of saiddriven shaft, at another speed ratio, means including speed responsiveelements for automatically operating said last named clutch for changingthe speed ratio between said driving shaft and one of said driven shaftsections, and means including said second-named set of gear and pinionmechanism and a set of idler gears for operating the other section ofsaid driven shaft in the opposite direction.

casing, an internal 6. A change speed mechanism for use in aselfprcpeiled vehicle comprising a driving shaft and a driven shaft,means including a plurality of clutch members, a plurality of speedreducing gears including internal gears and pinions continually in meshfor operating said driven shaft from said driving shaft, said clutchmembers having cam engagaing elements thereon, springs for holding saidmembers in inoperative position, and means including weight membershaving cam faces thereon engaging elements for operating said clutchesfor automatically changing the speed ratio between the driving anddriven shafts without the aid of torque mechanism.

'7. In a change speed device, a driving shaft, a driven shaft, changespeed mechanism between said shafts, said mechanism comprising two setsof clutch members and three sets of permanently meshing internal gearsand cooperating pinions for driving the driven shaft forwardly at aplurality of different speeds, cam engaging elements on said clutchmembers, springs arranged parallel with said driving and driven shaftsfor holding said clutch members in inoperative position, and meansincluding a single set of radially movable centrifugaily operatedmembers having cam surfaces for engaging said elements for automaticallyoperating said clutches for changing the speed ratio of said shafts.

ln a change speed device for use in motor vehicles, a driving shaft, adriven shaft, change speed mechanism for driving said driven shaft fromsaid driving shaft at a plurality of speed ratios, said mechanismcomprising two set of gears, pinions and clutch members, means includinga single set of weights for operating said clutch members when theangular velocity of weights exceeds predetermined amounts for causingsaid two sets of gears and pinions to drive said driven shaft from saiddriving shaft at two different speed ratios, another set of gear andpinions, a brake member associated with said last-named gear and pinionsfor causing relative movement therebetween when said brake is operated,and means operable by said weights when the angular velocity of the samereaches a predetermined amount for operating said brake for driving saiddriven shaft from said driving shaft at a higher speed than said drivingshaft.

E). 1n a change speed device, a driving shaft, a casing within whichsaid shaft is journaled, a gear support, a housing rotatable about saidshaft, an intermediate internal gear fixed to the interior of saidhousing, a forward and a rear gear support, forward and rear internalgears secured to said supports, respectively, an overrunning brake forlocking said forward support to said housing, a plurality of stubshafts, forward and rear pinions rigidly mounted on each of said shaftsand meshing with said forward and rear gears, respectively, intermediatepinions rotatable on said shafts and meshing with said intermediategears, overrunning clutch mechanism between said forward andintermediate pinions for driving said housing fromy said driving shaftat a reduced speed, means for rotating said driven shaft from saidhousing, set of clutch members connected to said rear gear support andto said housing, means including radially movable weights for operatingsaid lastnamed clutch members when the angular velocity of said weightsrises above a predetermined amount for operating said driven shaft fromsaid driving shaft at an intermediate speed ratio, means including asecond set of clutch members operable by'said Weights when the speed ofthe latter exceeds a predetermined amount for drivx ing said drivenshaft from said driving shaft at 'the same speed, and means including aset of brake members operable by said weights when the speed of thelatter exceeds a predetermined amount for driving said driven shaft fromsaid driving shaftat a higher speed than the driving shaft.

10. In a change speed device, a driving shaft, a driven shaft, speedlcontrolled change speed mechanism between said shafts for driving saiddrivenl shaft from said driving shaft at a plurality of speeds, saidmechanism comprising a casing, a gear support, a plurality of internalgears within said casing, one of said gears being xed to the casing,another of said vgears being mounted on the gear support, va pluralityof shafts rotatable with said driving shaft, pinions on each shaft inmesh with said gears, and a plurality of overrunning clutches forreleasably locking the pinions of each shaft together and overrunningbrake means for locking said casing against rotation in va direction.opposite to the direction of rotation ofthe driving shaft.

ll.; In a change speed device for motor vehicles, a driving shaft, adriven shaft, a set of internal gear and cooperating pinion mecha--nisms associated with each shaft, the gear ratio of said set associatedWith the driving shaft being lower than that associated with said drivenshaft, and means including a clutch and centrifugally operated mechanismfor operating said clutch for causing said pinions to rotate at the sameangular velocity whereby the movement between said gears andpinions willcause said driven shaft to be rotated at a slower rate of speed thansaid driving shaft.

12. In a change speed device for use'in motor vehicles, a drive shaft, adriven shaft, change speed mechanism for driving said driven shaft fromthe driving shaft at low, intermediate `and f high speeds, saidmechanism comprising a rotatable housing, clutch members for clutchingsaid housing to the driven shaft, an internal gear y rotatable with thehousing, a rst and second gear support, an overrunning brake means forshaft.

v 7 preventing reverse movement of the first gear support, clutchmembers for clutching said second gear support to said housing, aninternal gear on each support, stub shafts carried by said drivingshaft, each stub shaft having thereon a pinion for each gear, the gearratio of each gear and pinion being different, two of said pinions'being connected together by an overrunning clutch, and means comprisingradially movable centrifugally operated members for operating saidclutch members for causing said driven shaft to travel at a differentspeed or at the same speed as said driving shaft.

i3. In a change speed device, a driving shaft, a driven shaft, changespeed mechanism between shafts, said mechanism comprising meansincluding a plurality of sets of gears and pinions, two sets of clutchmeans associated with said sets of gears and -pinionaa setof slidablymovable centrifugally operated members for automatically operating saidmechanism for changing the speed .ratio the aid of torque operatedmechanism, 4a brake member, and means operable by said centrifugallyoperated members when their angular Ve,- locity reaches a predeterminedamount forgoperating said brake member for driving said driven shaft at14. In a change speed device, a driving shaft, a driven shaft, changespeed mechanism ybetween said shafts, said mechanism comprising meansincluding a plurality of sets of internal gears and pinions, and twosets of clutch means associated with said sets of gears and pinions, aset of slidbetween said shafts without a higher speed than said drivingably movable centrifugally operated members for y i automaticallyoperating said' mechanism for changing the speed ratio between saidshafts v,without the aid of torque operated mechanism,

and means including brake mechanism operable by said members when theangular velocityof the same reaches a predetermined amountfor operatingsaid brake for driving said driven shaft from said driving shaft at ahigher speed than said driving shaft. y i

JOSEPH M. HALL. HERBERT E. TUCKER.

